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Gulf of Oman: Dryad Maritime publishes vessel incident update and analysis

Attacks on tankers deepen tensions between Iran and the US, which have gradually escalated in 2019.
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UK-based specialist maritime operations company Dryad Maritime on Thursday (13 June) released an incident update and analysis report focusing on the recent attack of a crude oil tanker and a chemical tanker at the Gulf of Oman:

Reports indicate that two vessels transiting the Strait of Hormuz in South Easterly course were attacked, in an incident which is still being investigated. The two vessels involved have been identified as the crude oil tanker Front Altair and the chemical tanker Kokuka Courageous. Front Altair is Marshall Islands flagged, and Kokua Courageous Panama-flagged. The Front Altair is believed to be carrying 75,000 tons of Naptha originating from Abu Dhabi’s ANDOC. The Kokuka Courageous is believed to be carrying methanol, originating from Saudi’s Sabic and also Qatar. Front Altair’s speed is reported to have dropped from 12 kts at 0205 UTC, to 2.7 kts at 0321 local time, indicating the time of incident. Reporting indicates that a distress signal was reportedly sent by the vessel Hyundai Dubai at 0612UTC on behalf of the Front Altair. Kokua Courageous’ speed is reported to have dropped from 14 kts at 0133 UTC, to 0.2 kts at 0620 UTC with a distress signal being received at 0700 UTC. Front Altair’s position when it lost speed significantly was at N 25° 26’ 27.13, E 057° 23’ 18.42, at 0248 UTC.

Front Altair was believed to be fully laden when the attack took place, resulting in a large fire and the crew being forced to abandon ship. Reports indicate that the cargoship Hyundai Dubai aided in the rescue effort.

Reporting suggests that 21 members of crew have been evacuated from Kokua Courageous, and the crew are believed to have reported that its cargo of methanol is intact. Additional but unconfirmed reports have been received by Dryad sources indicating that IRGC vessels were the first vessels on scene to offer assistance. It is believed that this assistance was refused by the crew of the Front Altair, however unconfirmed reporting indicates that the crew of the Kokuka Couragous may have been taken to the Iranian Port of Bandar-e-Jask.

Both vessels appear to have indicated that they believe the attack originated from the surface, however further reports from the Front Altair indicate that the hull was breached on the starboard side partially below the waterline.

The incident was initially primarily reported by the UK Maritime Trade Operations (UKMTO) and the US 5th Fleet, which is believed to be in attendance at the scene.

Front Altair’s current position as reported by AIS is N 25° 22’ 59.21, E 057° 23’ 53.65, at 0945 UTC. Kokua Courageous’ current position is reported to be 50 km East of Front Altair.

Iranian media reports have claimed that Front Altair has sunk, however Frontline which operates the vessels has denied that this is the case at 0957 UTC.

Context

This latest incident has occurred one month and a day from the previous incidents where four vessels were targeted within the Fujairah anchorage. The latest incident has caused a steep price rise in oil, and Brent Crude has rose 3.85%, standing at $62.28 USD as at 1153 UTC.

Assessment

Incidents of this nature in relative close proximity are extremely worrying, and are indicative of rising tensions in the region. On a broader regional scale, the attack will serve to deepen tensions between Iran and the US, which have gradually escalated throughout 2019.

It is a realistic possibility that Iran or a proxy were behind this attack, however the situation remains fluid and there are a number of competing naratives that require examining. It is important to note that the attack on the Front Altair is reported to have struck the starboard side of the vessel, which was travelling in a southerly direction. Any Iranian involvement either directly or via a proxy is unlikely to have conducted an attack from the port side, as this would immediately give rise to allegations of Iranian shore launch projectiles would require Iran to refute blast diagnostic evidence from the outset. Thus far the methodology of a starboard side attack is consistent with what would be expected of Iranian involvement. The reported involvement of Iranian vessels in the rescue effort may also be an attempt to obscure intent in the aftermath of the attack however this cannot be confirmed.

However, any assessment of Iranian involvement must be contextualised, and must be analysed through the prism of self-interest and motive. States such as Iran are rational actors, and will not conduct attacks in the Strait of Hormuz merely to ‘disrupt’ global shipping, without there being a clear national interest in doing so. At a time where the Iranian economy is struggling and sanctions are biting, it seems surprising that Iran would endeavour to conduct such a bellicose strategy. It would also be remarkable that Iran would knowingly target vessels reported to be carrying ‘Japan-related cargo’ at the same time that the Japanese Prime Minister Abe is conducting talks in Iran. These inconsistencies in terms of interest and motive do not rule out Iranian involvement, but they do suggest that a wider regional narrative may be at play, and that the responsible party could in fact not be Iranian once a further investigation is completed. It is important to note that despite recent events pointing to Iranian involvement, no key lines of evidence indicating responsibility or intent have been identified. Whilst the security threat which the incident poses can be quantified and responded to, the underlying details are still emerging, and will continue to be assessed by Dryad.

In the short term, the threat to vessels in the Strait of Hormuz has undoubtedly risen, however this is still a localised event, and is likely not to be part of a pattern of events which will develop in the next 72 hours. Dryad deems that the threat from this event does not span into the wider Gulf of Oman, and vessels transiting through the Gulf are deemed to be safe. Vessels are advised to follow BMP5 best practice, and request routinely updated security briefings, when transiting the Strait of Hormuz.

Source: Dryad Maritime
Published: 14 June, 2019
 

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Alternative Fuels

Yang Ming orders six LNG dual-fuel, ammonia-ready containerships from Hanwha Ocean

Each of the six new vessels will have a capacity of up to 13,650 TEU and feature LNG dual-fuel propulsion and Ammonia Fuel Ready specifications.
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Yang Ming orders six LNG dual-fuel, ammonia-ready containerships from Hanwha Ocean

Taiwanese shipping firm Yang Ming Marine Transport Corporation (Yang Ming) and South Korean shipbuilder Hanwha Ocean on Wednesday (2 September) signed a shipbuilding contract for six 13,000 TEU class LNG dual-fuel container vessels. 

The contract was signed by Dr. Chuck Tsai, Chairman of Yang Ming, and Mr. Charles Kim, CEO of Hanwha Ocean. The vessels are scheduled for delivery between 2028 and 2029. 

They will complement Yang Ming’s existing fleet of 10,000+ TEU vessels and serve as key vessels on East-West services, with deployment flexibility across trade lanes connecting Asia with the East and West Coasts of North America, South America, and the Mediterranean. 

Each of the six new vessels will have a capacity of up to 13,650 TEU and feature LNG dual-fuel propulsion and Ammonia Fuel Ready specifications.

“As Yang Ming transitions toward net-zero emissions, LNG provides a relatively mature and economically viable alternative fuel solution, capable of reducing greenhouse gas emissions by approximately 20%,” the company said. 

“At the same time, ammonia can serve as a carbon-free fuel by utilising converted LNG storage facilities, while offering relatively lower conversion costs and comparatively well-developed supply chains and infrastructure. The Ammonia Fuel Ready design will therefore provide Yang Ming with greater flexibility in responding to increasingly stringent international regulations on greenhouse gas emissions.”

In addition, the vessels will be equipped with Type B LNG fuel tanks with a design pressure of 1.0 bar to enhance the safety and efficiency of LNG operations, together with a range of energy-saving technologies, including Wind Shields, Rudder Bulbs, Pre-Swirl Stators, and Shore Power Systems. Smart ship technologies and cybersecurity protection features will also be incorporated to enhance operational efficiency, safety, and reliability while effectively reducing fuel consumption and greenhouse gas emissions.

Deliveries under Yang Ming’s next-generation fleet optimization plan commenced earlier this year. By 2030, a total of 24 new vessels are expected to enter service. 

This includes 18 LNG dual-fuel vessels—comprising five 15,500 TEU, seven 16,000 TEU, and the six 13,000 TEU vessels under this contract—alongside six 8,000 TEU methanol dual-fuel-ready ships. 

 

Photo credit: Yang Ming Marine Transport
Published: 4 September, 2026

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Alternative Fuels

LR, China’s MARIC unveil tanker concept ready for three future bunker fuels

Both secured AiP for a new 114,000 DWT product and crude oil tanker designed to accommodate future conversion to LNG, methanol or ammonia.
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LR, China’s MARIC unveil tanker concept ready for three future bunker fuels

Lloyd’s Register (LR) and the Marine Design and Research Institute of China (MARIC) on Thursday (3 September) have secured Approval in Principle (AiP) for a new 114,000 DWT product and crude oil tanker designed to accommodate future conversion to LNG, methanol or ammonia.

Announced at SMM 2026, the concept addresses one of the biggest investment challenges facing shipping today: the need to develop vessels and capabilities that can support a range of alternative fuel options and pathways as technologies, infrastructure and regulations evolve.

While LNG is already a mature fuel pathway, methanol and ammonia remain at an earlier stage of development, with questions around global fuel availability, infrastructure development, economics and long-term adoption.

The 114,000 DWT tanker concept has been designed as a product and crude oil carrier that can accommodate future conversion to LNG, methanol or ammonia as technologies, regulations and fuel supply chains mature. By incorporating conversion readiness at the design stage, the concept aims to reduce future retrofit complexity and provide owners with greater confidence when planning long-term fleet investments.

The design concept was reviewed against LR’s July 2026 class rules and regulations, including requirements relating to ships using gases and other low-flashpoint fuels, alongside relevant IACS Common Structural Rules for oil tankers. Final classification and statutory approval remain subject to full compliance with all applicable rules and regulations.

Theo Kourmpelis, Global Business Director for Tankers, Lloyd’s Register, said: “Shipowners are being asked to make major investment decisions today despite continued uncertainty around which fuels will dominate in the decades ahead. Alternative fuel solutions each offer potential pathways to compliance, but fuel infrastructure, regulation and economics continue to evolve at different speeds around the world.

“Designs that preserve flexibility will be critical in helping owners manage risk while preparing for multiple future scenarios.”

Si Nan, Marine & Offshore Marketing Department Vice Director, MARIC, said: “As the industry explores different decarbonisation pathways, shipowners need vessel designs that can adapt alongside technological and regulatory developments. This concept was developed specifically to provide greater fuel flexibility and long-term resilience, allowing owners to respond to changing market requirements without being locked into a single fuel strategy.

“Receiving Approval in Principle from Lloyd’s Register is an important milestone that validates the design concept and supports its future development.”

 

Photo credit: Lloyd’s Register
Published: 4 September, 2026

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Alternative Fuels

DNV: Alternative-fuelled vessel orders hit highest monthly level since October 2024

LNG-fuelled vessels accounted for the vast majority of August activity while the strong summer performance marked a significant acceleration in ordering activity after a relatively slow start to the year.
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DNV: Alternative-fuelled vessel orders hit highest monthly level since October 2024

Latest data from classification society DNV’s Alternative Fuels Insight (AFI) platform alternative-fuelled vessel ordering was strong in August, with 52 new vessels added to the platform.

This is the highest monthly total since October 2024 and follows another active month in July, when 47 vessels were added to the database.

LNG-fuelled vessels accounted for the vast majority of August activity, with 46 orders recorded. The container segment led the way with 30 orders, while the car carrier segment contributed a further 12 LNG-fuelled vessels. In addition, four ethanol-fuelled bulk carriers and two hydrogen-powered bulk carriers were added during the month, as well as one LNG bunker vessel.

The strong summer performance marked a significant acceleration in ordering activity after a relatively slow start to the year. In total, 242 alternative-fuelled vessel orders have been placed in the first eight months of 2026, representing a 27% increase compared with the same period in 2025.

LNG remains the dominant fuel choice, accounting for 63% of all alternative-fuelled vessel orders registered so far this year. Container vessels represent the largest share of these LNG orders (59%), followed by car carriers (30%).

Jason Stefanatos, Global Decarbonization Director at DNV Maritime, said: “The past two months have been particularly strong for alternative-fuelled vessel ordering, with August recording the highest monthly total we’ve seen since October 2024. This has helped lift year-to-date orders to a level well above the same period last year.

“LNG remains the leading fuel choice, driven largely by activity in the container and car carrier segments. These sectors have been among the earliest adopters of alternative fuels, supported by predictable liner operations and increasing demand from cargo owners to reduce emissions across supply chains. 

“For many owners, LNG offers a combination of emissions reductions, fuel availability and future flexibility while the longer-term fuel landscape continues to evolve. 

“At the same time, the latest figures include orders for ethanol- and hydrogen-fuelled vessels, highlighting that owners continue to explore a range of decarbonization pathways. Different segments are making different fuel choices, but the overall level of activity demonstrates continued investment in lower-emission shipping.”

Screenshot 2026 09 04 at 12.29.26 PM Screenshot 2026 09 04 at 12.29.36 PM

 

Photo credit: DNV
Published: 4 September, 2026

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